Internal-combustion  engine



T. J. FAY

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT 4, 1915- @5712?!- TQ] 7/67 1444} Q? 3 SHEETSSHEET I.

Egg/5 Patented Sept. 14, 1920.

T. J. FAY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT.4. 1915.

Patented Sept. 14, 1920.

3 SHEETSSHEET 2- T. J. FAY. INTERNAL C'OMBUSTION'ENGINE.

APPLICATION F[LED OCT-4. I915.

Patented Sept. 14, 1920.

3 SHEETS-SHEET 3- onrrno sTAps nr tries.

THOMAS J. FAY, 0F BROOKLYN, NEW YORK, ASSIGNOR, BY MESNE ASSIGNMENTS, TO

THE STANDARD PARTS COMPANY, OF OLE VELAND, OHIO, A CORPGRATION OE OHIO.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

l atented Sept. 1d, 1920.

Application filed October 4, 1915. Serial No. 53,927

To all whom/it may concern Be it known that I, TnoMAs J. FAY, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented a certain new and useful Improvement in Internal- Combustion Engines, of which the followlng 1s a full, clear, and eXact description, refer enoe being bad to the accompanying drawings.

This invention relates to internal con1- bustion engines and has particular reference to that type of engine wherein a sllding exhaust valve is employed, although many features of myinvention are apphcable to engines of whatever type. he ob: jects of my invention are the provislon of an internal combustion engine which shall be peculiarly free from carbon deposition and heat loss; the provision of a type of cylinder which shall permit the interior of all gas contacting chambers to be smoothly machined or otherwise surfaced; the provision of new and improved arrangements for igniting the charge whereby a more perfect combustion and a more uniform cylinder pressure are secured; the provislon of a new and improved arrangement for cooling the cylinder head; the provision of means for cooling the pistons; the provision of new and improvedconstruction of valve chambers and valves; while further objects and advantages will become apparent as the description proceeds.

Heretofore it has been the custom to machine only the portions of the cylinder castings which comedirectly in contact w th moving'parts or engaging surfaces, the 1nterior of valve chambers, connecting ports, etc., being left rough and unfinished, Accordingly the volume of these has frequently varied slightly in the different cylinders of the same engine, thus causing a slightly unequal operation, while the rough and unfinished character of the surfaces has facilitated the deposition of carbon thereon, impeded the removal of the carbon, and tended to extract heat from the gases at an unduly rapid rate. I have: found that if the interior of all parts of the various cylinders be made to exactly the same size, the regularity of engine operation will be noticeably improved; also that if the entire cylinder interior is machmed to a perfectly smooth surface, the deposition of carbon will be much diminished while its adhesion will be much less tenacious, these phenomena being particularly acute in case the cylinder interior after machining be plated or coated with some substance which is particularly smooth and is particularly averse to absorbing or transmitting heat. F or such a coating nickel, either alone or alloyed with silver is peculiarly satisfactory, owing to resistance to heat deterioration, its brightness and smoothness, and its resistance to tarnish. However I do not confine myself to these materials, nor even to a metal covering, since my invention also comprehends the employment of non-metallic films or coatings. Whatever the covering employed it will ordinarily be necessary to machine all gas contacting surfaces wherefore I have provided a new and improved cylinder design whereby the machine work may be facilitated and whereby the other objects hereinbefore recited may be accomplished, and this design, forms one of the aspects of my present invention, although it willbe apparent that certain features of my invention can be equally well achieved with the employment of other designs.

In the drawings accompanying and forming a part of this application I have illus trated the type of engine which I now prefer in conjunction with the improvements contained in my present invention, and in these drawings: Figure 1 is a top plan view of an engine constructed in accordance with my inventioina portion of the same being broken away upon the section line 11 of Fig, 3; Fig. 2 represents a side elevational view of my improved engine, certain parts being broken away and shown in section for purposes of clearness; and'Fig. 3 is a Vertical sectional view taken upon the line 3-3 of Figs. 1' and 2 and looking in the inders 3-3, to receive the water manifold the upper wall of the casing for the valve shaft. The outer ends of the branches 1 are connected by a vertical plate 10 and the outer ends-of the branches 5 by the vertical plate 11, said plates being connected by a wall 12 outside of the terminal cylinders whereby a water jacket is provided. The plate 8 is extended laterally as shown at 13 so as to connect the upper ends of the cyland cylinder heads. All of these parts comprise a single casting, and the machining of the same consists of facing thetop and bottom, boring and reaming the main cylinders 8' together with the barrels 6 and 7, and fii'iallyloo'ring and surfacing the interior of the branches 4: and 5 by means of a boring tool or reamer operatedupon a transverse axis; The outerends of the branches are threaded for the reception of the spark plugsl and 15, respectively,rwhile the inher ends of the branches 5 are reamed out to provide flaring recesses or bays'16. This may be done by means of a tool located insidethe cylinder and operated by a shank extending through the opposite branch 4. Its purpose is-to provide a recess for the terminals of the sparkv plug 15' so that the same may be located at one side of the piston butwithmtthe provision of any oil-holding pockets. As a consequence of these manipulations the entire interior of the cylinder casting is machined in a rapid and efficient manner. 4 j

Each of the-cylinders isprovided with a piston of the barrel type, comprising an elongated cylindrical wall 20 closed at its upper end by a head or web 21. The upper end of each cylinder is closed by means of a circular plate 22 provided with an annular flange 23 adapted to fit into a groove 24L formed in the plate 18 concentric with that V cylinder.- The lower side of said plate is provided with a hollow extension 25 project ing' downinto said cylinder toa position at least as farjas and preferably slightly beyond the walls ofthe bosses {1, 5. Suitable packing, preferably of a substantially in compressible nature, is introduced into the groove 24,'while above the plate'22 is laid asofter packing 26 above which is securely bolted the upper manifold 27 which coinmunicates with the various extensions 25 by means of the passageways 28. This manifold is preferably made of sufiiciently ilexible metal to permit the variation of adjustment required to hold all the cylinder heads in gas-tight relation. Cooling liquid may be supplied to or from this manifold in any suitable manner as by the connection 29, while communication may be established between said manifold and the cylinder water jacket in any suitable mode as by means of the connecting plate 30 surrounding the passageway 31 as shown in Fig. 2. The expression water-jacket is taken as denoting any closed space of whatever shape adapted for receiving cooling fluid of whatever nature.

In previous devices difiiculty has sometimes been experienced through an overheating of the piston head, the walls of the piston being sufliciently cooled by contact with the cylinder walls, but the end web being heated frequently to redness, which causes warping or binding of the piston, gas leakage, cracking of the piston, and sometimes premature firing of the charge. By suitable arrangement of the main crank 82 and connecting rods 33 I bring tho head web 21 at its maximum elevation very near the end of the extension or water jacket 25 so as to permit the efiicient transfer of heat, and in this way reduce markedly the temperatureof the piston head. This arrangement also transfers the greater part of the compression space out of the cylinder itself and into the branches 1 and 5. This compression space being of elongated narrow shape, the combustion of the gases therein will be slower than in the case of a more compact gas space. Ignition is effected simultaneously at opposite ends by the spark plugs 14 and 15 one of which is comparatively near the cylinder. The downward movement of the piston 20 relieves the pressure to some extent at a point near the spark plug 15 wherefore the combustion pressure generated adjacent the spark plug 1-1 forces the entire contents of the branch, both burned and unburned, into the cylinder 3.

he proportions of burned and unburned gases will ordinarily vary with the engine speed, the mixture condition, and the time of igniting: thus with a low speed, a good mixture, and an early spark it is possible that the entire charge will have been ignited prior to any material movement of the piston; while at higher engine speed, poorer mixtures, or later ignition, it is possible that some of the contents of the branch -;lwould be ejected into the cylinder 3 before the arrival of the flame. In order to insure the completest possible combustion of the charge I preferably locate each of the branches 4 off-center with respect to its cylinder as shown in Fig. 1, so that the ejection of its contents into the cylinder shall set up a swirling action which will thoroughly mix the gaseous contents thereof and will result in complete combustion. 'Iheexpedient-of scribed produces an injection of combustible mixture into an ignited mass within the cylinder, thus maintaining high eiliciency coupled with noiselessness. It will be seen that the expansion caused by the combustion of the gases adjatent the spark plug 1 1 acts like a piston to eject the unburned gases into the cylinder where combustion has already been initiated by the spark plug 15, wherefore my invention contemplates a device wherein the unburned gases are injected into the cylinder during the combustion in the cylinder. The elongated shape of the combustion chamber and the consequent large surface renders peculiarly desirable the use of some expedient to minimize heat loss, such as the smoothing, plating, or coating above described.

Within the requirements of the invention so far described, any usual or suitable valve construction could be employed, although I have illustrated here and at present prefer to employ valves of the slidable or piston type. In the embodiment here illustrated a pair of cylindrical sleeves 8536 are introduced, one into each end, of each of the barrels 6, 7, their adjacent ends being spaced apart to provide an annular slot or passageway 37 as shown in Fig. 2, and the adjacent ends of the sleeves being exteriorly reduced in size as shown at 38 so as to provide an annular passageway surrounding the sleeves and communicating with the interior of the boss 4, thus conveying the gases to all parts of the slot 37 and maintaining all sides of the sleeves at substantially uniform temperatures and pressures whereby binding, leakage, and sticking are minimized. Slidably mounted inside each pair of sleeves is a piston i0 connected by means of the pitmen ll- 41 with the multiple crank shaft 42, the cranks being so arranged as to re ciprocate these pistons in proper phase for inlet and outlet purposes.

In the embodiment here shown the barrels 6-6 are employed as inlet valves and the barrels 7-7 as outlet valves. To the upper face of the plate 8 is secured a hollow elongated cast metal box 455 divided into two longitudinal chambers by means of the partition 46, the lower edge of said partition being deflected first to one side and then to the other as illustrated in Fig. '1 so as to place all of the inlet valves in communication with the inlet manifold 4:7, and all the outlet valves into communication with the outlet manifold 18. The shaft 42 is illustrated as journaled inside a closed cas and valve operating means.

ing provided by the skirt 50 and cap 51, and is driven from the main shaft 52 by means of a sprocket 53 and chain 54:, or other convenient transmission, an inclosing box 55 being preferably employed. Ilowever the method of constructing and operating these valves isnot claimed in the present specification but is fully recited in the claims of my copending application filed October a, 1915 Serial No. 53,926. Also it will be ob vious that many of the features of my present invention could be employed in connection with a totally different kind of valve Nhile I have described my invention in detail I do not therefore propose to be limited to such details except as the same may be positively included in the claims hereto annexed or may be rendered necessary by the prior state of the art.

Having thus described my invention, what I claim is 1. In an internal combustion engine, a compression chamber of elongated narrow shape communicating with the engine cylinder at a point adjacent one end of said chamber, and means for simultaneously igniting the mixture at both ends of said chamber.

2. In an internal combustion engine, a cylinder, a compression chamber communicating therewith, means operative upon the termination of the compression stroke for igniting the mixture in the cylinder, and means for thereafter injecting into said cylinder the contents of said compression chamber.

3. In an internal combustion engine, a cylinder, a compression chamber located outside of the same and communicating therewith by means of a port whose axis is trans verse to and eccentric to the cylinder axis and means operating upon the end of the compression stroke for igniting the mixture in said chamber at a distance from said cylinder.

41. In an internal combustion engine, a cylinder, a narrow elongated compression chamber arranged transversely thereto and communicating therewith out ofvline with the cylinder axis, and means operating upon the conclusion of the compression stroke for simultaneously igniting the mixture at both ends of said chamber.

5. In an internal combustion engine, a cylinder formed adjacent to its head end with a pair of oppositely projecting, hollow, cylindrical, transverse branches, one of which is longer than the other, and spark plugs secured in the ends of both branches.

6. In an internal combustion engine, a cylinder formed adjacent to its head end with a pair of oppositely projecting, hollow, cylindrical, transverse branches, one of which is longer than the other inlet and outlet valves communicatingwith the longer of said branches and spark plugs secured inthe ends of both branches.

7. In an internal combustion engine, a cylinder formed adjacent to its head end with a pair of oppositely projecting, hollow, cylindrical, transverse branches, one of which is longer than the other, inlet and outlet valves communicating with the longer branch, and spark plugs secured in the ends of both branches, the mouth of the shorter branch being reamed out to provide a flarmg bay.

8. In an internal combustion engine, a plurality of cylinders, an independent hollow head for each cylinder, each head having a hollow extension fitting into its cylinder" and having its upper side faced, and a hollow manifold secured overall of said heads and holding them in place, all of said heads having openings communicating with said manifold.

9. In an internal combustion engine, a plurality of cylinders, an independent hollow head for each cylinder, each head having a hollow extension fitting into its cylinder and having its upper side faced, and a hollow manifold secured over all of said heads and holding them in place, all of said heads having openlngs communicating with said i THOMAS J. FAY.

Witnesses:

H. S. JANDUs, H; W. STEINER. 

